Automatic train-control mechanism



Feb. 24.1925.

J. I... HAYTER AUTOIIATIC mm common uacumsn Filed m 15. 1923 Patented Feb. 24, 1925.

sur s JOHN L. HAYTnmor NEW BRUNSWICK, NEW JERSEY, nssrezuon To GEORGE E; MccoaMIcK, OF NEW BRUNSWICK, new JERSEY.

Awomm team-cameos nscaamsm.

Appliatibii filed May 15,

To all whom it may cam mi a Be it ki'ioivn that I, Joni; L. ints, a citizen of the United States, residing in New Brunswick, in "the county of Mmcuesex, in the/State ot'NTeiii Jersey, have iiivented certain new and" useful,Impievemehts in Automatic ,Train Control Mechanisms, of which the following is a specification.

The invention relates to an improvement in automatictrain control mechanisms and more particularly to an improvement in the train coiltrol mechanism described and claimed in the copendiiig application for patenfiserial No. 608,159, filed December 21,1922. 2 a

The train control mechanism disclosed in said application comprises a valve adapted to be actuated to connectthe train brake pipe With a relatively small vent if a Cantion condition exists in the block the mm is approaching, and with a relatively large vent if adanger or emergency condition exists in the block, The movements of the Valve are controlled by tivo solenoids 10- cated in normally open circuits. These valve solenoids are 111mm controlled by two other solenoids located in normally open circuits, one of which is arranged to be closed when caution condition exists in the block the train is approaching, and the other of Which is arranged tobe closed When an emergency condition exists-in the block. The electrical connections between these latter solenoids and the block signal system include a shoe carried bytlle train in position to engage a ramp rail located beside the road bed and directly connected with the block signal system. The shoe is in two sections which correspond to the tivo sections of the ramp rail. hen a caution condition exists in the block, current passes through one section of the ramp rail, so that ivhen the corresponding section of the shoe engages it the circuits of the appropriate parts of the train control mechanism are closed and the valve is actuated to connect the train brake pipe with the small :veiit to eiie ct a service application of thebi'ake's. hen a danger or emergency condtio'nexists in the block the tennis approaching, current is caused to pass through the other section of the ramp rail, so that when the corresponding section of the shoe contacts ivlth it, the second set of epen circuits are 192?. scrim no. 639,637.

closed and thevalve is actuated to connect the brake pipe with the large vent and so eiiect an emergency application of the brakes. Itis" thus seen that the various op erating' parts of the automatic train coiitiol mechanism disclosed in said application are located in normally open circuits and that consequently the etfectiye application of the brakes at the requisite times is dependent upon the successive of simultaneous closing of each set of open circuits, from the circuit of the block signal system to the circuit of the solenoid "Which directly controls the operation of the valve. It Will be observed moreover that the automatic application of the brakes is dependent on the condition of ,the track as indicated by the block signal system. 7

one object of the presentinvention is to eiiect an zititoinzitic application of the brakes if any of the circuits in which the various arts of the traincontrol mechanism are ocated is broken. To this end, each operating part of the train control mechanism is located in a normally closed circuit which is so arranged that the breaking of the circuit results in an actuation of the valve. A further object of the invention is to place the solenoids which control the semaphore of the signal system in d rect circuit with the ramp rails so that if either of these circuits is broken therewill be a corresponding application or the brakes on the oncoming train. Anothcrobject of the invention is to provide a pilot valve directly connected with the battery Whichsupplies current to the various circuits of theparts of the train control mechanism carried by the train so that in case the battery should become e);- hausted there will be a service application of the brakes. ,Other objects of the present invention Will appear as the description proceeds, The invention itself is more fully described hereinafter and is particularly pointed out in the appended claims.

Inthe accompanying drawing illustrating; the prefefred arrangement of the parts of the improved traincontrol mechan sm, the figure shows the valve and its connected elements, the pilot valve and the shoe and ramp rail, in section, the electrical connections and the block signal system being indicated diagrammatically. i

The three-position valve for connecting the train brake pipe with the relatively small or service vent and with the relatively large or emergency vent is constructed and operates substantially the same as the threeposition valve shown and described in said application. This valve may be conveniently located on the locomotive and comprises a cylindrical casing 1 in which slides the valve proper 2 provided at its opposite ends with the piston-like heads 3 and 4. The middle recessed portion 5 of the valve serves to connect the train brake pipe 6 with the emergency vent 7 and with the service vent 8. Under normal conditions, the heads 3 and 4 of the valve seal the vents 7 and 8 from the brake pipe 6 and the brake pipe itself is sealed by a spring-pressed ball valve 9. The upper part of the ball valve 9 projects slightly above the lower interior surface 10 of the cylinder 1 so as to be depressed and unseated by the heads 3 and 4 when the valve 2 is moved either to the left or to the right. lVhen an emergency condition exists in the block the train is approaching the valve is moved to the left to connect the brake pipe 6 with the emergency vent 7 to effect an emergency application of the brakes; and when a. caution condition exists in the block. the valve is moved to the right to connect the brake pipe with the service vent 8 to effect a service application of the brakes.

The valve 2 is restored to and held nor mally in its inoperative position by means of the coiled springs 12 and 13 which are interposed between the heads 3 and 4 and the diaphragm plates 14 and 15. lVith the head 4 is connected the piston 16 which slides in the cylinder 17 fastened to the adjacent flanged end of the cylinder 1; and connected with the head 3 is the piston 18 which slides in the cylinder 19 fastened to the other flanged end of the cylinder 1.

Compressed air is admitted to the piston 16 from a pipe 21 screwed into the bottom of a valve casing 22 carried on the outer end of the cylinder 17 A needle valve 23 normally seated against the valve seat 24 seals the cylinder 17 from the air pipe 21. The needle valve 23 is carried on the lower end of the armature stem 25 of the solenoid 26 which is normally in closed circuit with the battery 27 carried by the locomotive. hen the circuit through the solenoid 26 and battery 27 is broken, the spring 28 connected with the upper end of the armature 25 lifts it and so unseats the valve 23 to admit compressed air from the pipe 21 to the piston 16 and thereby move the valve to the left to connect the brake pipe 6 with the emergency vent 7. Closing the circuit through the solenoid 26 and the battery 27 seats the valve 23. A vent 30 is thereby opened to permit the escape of the compressed air from the cylinder 17. hen the valve 23 is unseated,

the vent 30 is sealed from the cylinder 17 by means of a check valve 31 which enters the recess 32.

Compressed air is admitted to the piston 18 from the pipe 34 when the needle valve 35 is lifted. The pipe 34 screws into the lower side of the valve casing 36 carried on the outer end of the cylinder 19. The valve 35 is formed on the lower end of the armature 37 of the solenoid 38 which is normally in circuit with the battery 27. When this circuit is broken, the spring 39 raises the valve 35. lVhen the valve 35 is again seated, the cylinder 19 is exhausted through the vent 40 which is sealed by the check valve 41 when the valve 35 is lifted.

The circuits through the battery 27 and the solenoids 26 and 38 are normally closed to hold the valves 23 and 35 seated. The circuit through the battery 27 and the solenoid 26 is made from the positive side of the battery through the wire 43, the contact 44, the bridge 45 carried on the outer end of the armature 46 of the solenoid 48, the contact 49, the wire 50 and the wire 52 to the solenoid 26. From the solenoid 26 the circuit continues through the wires 53, 54, 55 and 56 to the negative side of the battery. The circuit through the battery 27 and the solenoid 38 is made from the positive side of the battery through the wire 43, the contact 58, the bridge 59 carried by the arn'iature 60 of the solenoid 61, the contact 62 and the wire 63 to the solenoid 38. The current returns to the negative side of the battery through the wires 64, 54, 55 and 56.

The solenoids 48 and 61 are normally in circuit with the battery 27 to keep the bridges 45 and 59 across the contacts 44 and 49, and 58 and 62, respectively, to hold the valve solenoids 26 and 38 in circuit with the battery 27. \Vhen the circuit through the solenoid 48 is broken, the bridge 45 is moved out of engagement with the contacts 44 and 49 by the spring 142, thereby breaking the circuit through the solenoid 26, with the result that the valve 2 is actuated to connect the brake pipe with the emergency vent. hen the circuit through the sole noid 61 is broken, the bridge 59 is moved out of engagement with the contacts 58 and 62 by the spring 147 thereby breaking the circuit through the solenoid 38. The valve 2 is thus caused to be actuated in the opposite direction to connect the brake pipe with the service vent. The circuit through the battery 27 and the solenoid 48 is normally traced from the positive side of the battery through the wire 43, the contact 44, the bridge 45, the contact 49, the wire 50 and the wire 65 to the solenoid 48. From the solenoid 48 the current passes through the wire 66 and the wire 67 to a spring contact 68 which is normally in contact with the head of the bolt 69 of the shoe 70, as will be presently explained. The circuit continues through the bolt 69, thewir'e 71 and the wire 7 2 to the negative side of the battery. The circuit through the solenoid 61 and the battery 27 is traced from thepositive side of the battery through the wire 43,- the contact 58, the bridge 59; the contact 62, wire 63 and wire 74 to the solenoid 6-1 Front the solenoid 61 the current returns to the negative'" side of the battery'through the wire 75, the wire 76, and" wire 67'to. the spring 68, which, as stated above, is normally in contact with the head of the bolt 1 69 The circult is completed from the bolt 69' through i the wires 71 and 72 to the negative side of the battery.

The shoe 70" (with the exception of: the spring 68) is exactly the same in construction and function as the shoe 01 the train control mechanism described in said application. The shoe '70 is carriedby the tender in position to engage with the ramp rail (generally indicated at; 73) and: comprises a housing 78" in which slidesa Vertically arranged plunger 79- forced downwardly by the compression spring-80. When the shoe is not in contact with the ramp rail, which is the normal condition of the parts, the spring 80 forces the plunger 79 downwardl far enough to bring the head of the bolt. 69 in con-tact with the lower end of the spring 68 to make the circuits througln the" battery 27 and the solenoids 48" and 61. The lower part of the plunger 79 is composed ofthe blocks or sections 82 and 83 secured to the upper part of the plunger by the bolt 69. These various parts of the plunger are insulated from each other, as indicated in the figure. The two shoe sections proper84 and 85 are pivotally connected with the plunger sections 82 and 83, respectively.

The shoe sections 84 and 85 are adapted to contact with the corresponding sections 86 and 87, respectively, of the ramp rail 73 which is located beside the road bed. The ramp rail sections 86 and- 87 are normally in closed circuit with the battery 89 of the block signal system, which is indicated diagra'mmat'ically in the usual manner in the lower left hand corner of the figure. The circuit through the battery 89 of the block signal system and the ramp railgsection 86 comprises the switches 90 and 9 1, the wire 92, the rail section 86, the wire 93, the sole noid 94 which holds the signal: or semaphore 95 in its 90 or clear position, the xvii-e96, the switches 97 and 98 and the wire 99. The circuit through the battery 89' and the ramp rail section 87 is made through the switch 905 the wire 101, the rail section 87, the wire 102, the solenoid 103 which controls the 45 or caution position of the signal 95,- the wire 1.94, the switch 98 and the wire 99.

When the shoe sections 84 and 85 contact with the ramp rail sect-ions 86 and 87 (under 61 will be in multiple with the signal solenoids 94 and 103, the momentary current consumption of the solenoids 48 and 61 will not affect the operation of the solenoids 94 and 103. Thus the solenoids 26 and 38 still remain in circuit with the battery 27 and the valves 23' and 35 are kept: closed. \Vhen the shoe sections: are in contact with the ramp rail sections (under normal road conditions), the circuit through the solenoid 48 is traced as follows: Starting with the positive side of the battery 89 the current flows through the switch 90, wire 101, rail sect-ion 87, shoe section 85, wire 106 and wire to the solenoid 48. From the solenoid 48 the current passes through the wire 66 to the Wire 107 which is grounded on the tender 3' on which the shoe construction is mounted.

The current returns to the negative side of the battery 89 through the truck 108, rail 109 and wire 110. The circuit through the solenoid 61 and the battery 89 is traced as follows :-The current passes from the positive side of the battery through the switches 90 and191 and the wire 92 to the rail section 86 and the shoe section 84. From the shoe section 84, the current passes through the wire 1 12 and the wire 74 to the solenoid 61. From the solenoid 61, the current continues through the wire 75 and the wire 113 to the tender on which the wire 113 is grounded. The current then passes through the truck 108, rail 109 and wire 110 to the negative side of the battery 89. Thus while the shoe sections 84 and 85 are momentarily in contact with the ramp rail sections 86 and 87, the solenoids 48 and 61 are energized from the battery 89. lVhen the train carries the shoe sections beyond the ramp rail, the spring 80 pushes the plunger 79 downwardly and the bolt 69 into contact with the spring 68, thereby reestablishing the circuit through the battery 27 and the solenoids 48 and 61. The ramp rail sections and the shoe sections are so constructed that the contact between them is not broken until the contact between the bolt 69 and the spring 68 is reestablished. Accordingly under normal road conditions, the solenoids 48 and 61' are normally continuously energized either from the battery 2'? or from the battery 89. Ramp rails of the character decribed above are old and well-known in the art and therefore it is not necessary to describe specifically their construction and arrangement. These ramp rails are usually located from about to 130 feet, according to conditions, in advance of each signal section.

In case the train battery 27 should become exhausted, the solenoids 26 and 38 would become deenergized and thereupon the springs 28 and 39 would unseat the valves 23 and 35, respectively, and permit compressed air from the pipes 21 and 34 to act upon the pistons 16 and 18 simultaneously. Under these conditions, the pressure on the valve 2 from both directions would be equal and the valve would remain in its neutral position. Accordingly in order to warn the engineer that something has gone wrong with the train control mechanism, a pilot valve 115 is provided having a connection 116 with the train brake pipe and a relative ly small vent 117. The vent 117 is normally closed by a needle valve 118 formed on one end of the armature 119 of the solenoid 120 which is normally energized from the battery 27 with which it is directly connected through the wires 122 and 123. When the solenoid 120 becomes deenergized by reason of the exhaustion of the battery 27, a spring 124 connected with the armature 119 serves to unseat the valve 118 to permit the escape of air from the train brake pipe through the vent 117 and bring about a service application of the brakes.

The parts of the block signal system are indicated in the usual manner and are shown in normal condition. This block signal system is of the type employing polarized contact points in the relay box 125. lVhen the track of block A is clear, the contact points in the relay 125 receive current from the battery 126. The circuit is made from the positive side of the battery 126 to the relay through switch 127, the wire 128, the track 129 and wire 130. The current returns to the battery 126 through the wire 131, the track 109, the wire 132 and the switch 133. Under these track conditions, the switch 90 is picked up against the contact point 135, the switch 91 against the point 136. the switch 98 against the point 137 and the switch 97 against the point 138. Thus the solenoids 103 and 9a are held in circuit with the battery 89, and the signal or semaphore is held in its 90 or clear position, as indicated in full lines.

If a train should enter block A or some similar condition should exist in the block, the relay 125 will be short circuited from the battery 126 and thereupon the signal 95 will fall to zero or danger position, as indicated in dotted lines at 1 11. At the same time, the switch 90 breaks contact with the point 135 and the switch 98 breaks contact with the point 137, thereby breaking the circuit between the battery 89 and the ramp rail sections 86 and 87. Consequently, when a train indicated by the truck 108 enters block B and approaches block A and the contact between the shoe and the ramp rail breaks the circuit of the solenoids 418 and 61 through the shoe, no current will flow from battery 89 to solenoids 4:8 and 61. The deenergization of solenoid 4:8 permits the spring 1&2 connected with the armature 46 to break the contact between the bridge 15 and the contact points 14 and 49. Thus the circuit between the solenoid 26 and the battery 27 is broken, and the sprin 28 unseats the valve 23, thereby admitting compressed air from the pipe 21 to the piston 16 to move the valve 2 to the left and connect the train brake pipe 6 with the emergency vent 7 to effect an emergency application of the brakes.

When the train leaves block A and enters the next succeeding block, the switches 127 and 133 swing to the positions indicated by the dotted lines 144: and 145, as will be understood by those skilled in the art. The current from the battery 126 now flows through the relay 125 in the reverse direction, as may be seen by tracing the circuit. This causes the signal 95 to assume the 15 or caution position, as indicated in dotted lines at 1 16. At the same time, the switches 90 and 98 are picked up against the points 135 and 137, thereby placing the rail section 87 in circuit with the battery 89. When the current through the relay 125 is reversed and the switches 90 and 98 are picked up against the points 135 and 137, the switches 91 and 97 break contact with the points 136 and 138, thereby breaking the circuit between the battery 89 and the rail section 86. Under these conditions when the oncoming train carries the shoe into contact with the ramp rail, no current will flow from the battery 89 through the rail section 86 to the solenoid 61. Thereupon the spring 141-7 connected with the armature 60 will break the contact between the bridge 59 and the contact points 58 and 62. Thus the circuit through the solenoid 38 and the battery 27 will be broken and the spring 39 will be permitted to unseat the valve 35 and admit air from the pipe 3% to the piston 18 to move the valve 2 to the right to connect the brake pipe 6 with the service vent 8 and effect a service application of brakes.

It will be understood, as fully explained in said application, that under usual conditions there will be a service application of the brakes before there is an emergency application of the brakes. For convenience of description only, the automatic emergency application of the brakes has been described as taking place before the automatic service application. Occasions will arise, of course, calling for an emergency application of the brakes when there has been no service application. In that event, the mechanism will operate as described above. Under usual road conditions, however, the train proceeds from block to block. hen it enters a block, the signal connected with that block fallsto zero or danger position". When the, train leaves the danger block and enters the next succeeding'block, the latter becomes the danger block and the former the caution block. Ilence the train usually approaches-a blockin which a'caution condition exists before it approaches the block:

in which a danger condition eXi'st's,.and, ac-

cordingly thereis a service application of "control mechanism are in the positions they assume inefi'ectinga service application of the brakes the emergency application of the brakes will. cut out the service application ofthe brakes. While the parts of the train control mechanism are in condition to eitect a service application 01"? the brakes, thecontact points 58 and 62 are disconnected. It now the track conditions requirean emergency application of the brakesby disconnecting the circuit through the battery" 89.

and the ramp rail section 87, thereby cutting oif the solenoid 48. from the battery 89 when the shoe section isin contact with the rail section 87, the, spring 142 will bring the bridge 45across the contact points 158. and 159. This reestablishes the circuit through the battery 27 and the solenoid 61 and the circuit through the battery 27 and the solenoid 38. The first circuit is traced from the positive side of the battery 27 through the wire 43, the wire 160, the contact 158, the bridge 45, the contact point 159, the wire 161 and the wire 74 to the solenoid 61. From the solenoid 61 the circuit is completed to the negative side of the battery 27 through the wire 170, the contact 171, the

bridge 172 carried by the armature 46, the

contact point 173, the wire 174 and the wire 72. In this connection, it will be noted that when the deenergization of the solenoid 48 permits the spring 142 to move the bridge 45 into contact with the contact points 158 and 159, the bridge 172 is moved into contact with the points 171 and 173. Thus the simultaneous bridging of the contact points 158 and 159 and the breaking of the circuit through the contact points 44 and 49 results in cutting the service part of the train control mechanism out of operation and putting the emergency part into operation.

When there is an automatic service application of the brakes in response to a caution condition in the block the train is approaching, the engineer will turn the handle 149 of the engineers valve to the position indicated by the dot and dash lines 150, this being the position to which the engineer turns the handle of his valve to effect a service application of the brakes; When the handle of the engiheers valve is in this posit-ion, the current passes'from the positive side ofthe battery 27 by way of the wire 151 and" the handle 149 to the contact point 152 connected with the arc 148. From the point 152 the circuit continues through the wire 153 and the wire 74 to the solenoid 61 From the solenoid 61 the circuit continues as described above). through the wire 76, the wire 67, the spring 68, the bolt 69, the wire 71 and the wire 72 to the negative side of the battery 27. The solenoid 61 is thus reenergized and the bridge 59 spans the contact points 58 and 62, again placing the solenoid 38 in circuit with the battery 27. The energization of the solenoid 38 moves the armature 37 downwardly to close thevalve 35 and open the relief vent 40 to permit the air to escape from the cylinder 19 and thevalve 2 to be restored to normal position.

When there has been an automatic emergency application of the brakes, the parts of the train control mechanism are restored to normal condition by turning the handle 149 of the engineers valve to the position-indicated by. the dot and dash line 155. This establishes a circuit from the battery 27 through the contact point 156 to the solenoid 48. The circuit is traced from the positive side of the battery 27 through wire 151, the handle-149 of the engineers valve, the contact pointll56, .the wire 157 and the wire 65 to the solenoid 48; From the solenoid 48 the circuit continues (as described above) through the wire 66, the wire 67, the spring 68, the bolt 69, wire 71 and wire 72 to the negative side of the battery. The energization of the solenoid 48 causes the bridge 45 to span the contact points 44 and 4-9 and thus reestablish the circuit through the solenoid 26 and the battery 27. The energization of the solenoid 26 moves the arn'iature 25 downwardly, thereby seating the valve 23 and opening the relief vent 30 to permit the escape of air from the cylinder 17, so that the valve 2 may be restored to normal position.

I Having thus described the invention what I claim as new is 1. An automatic train control mechanism having in combination with the block signal system, means adapted to normally seal the train brake pipe from a service vent, means adapted to normally seal the train brake pipe from an emergency vent, means for actuating the service vent closing means, means for actuating the emergency vent closing means, a solenoid for controlling the first actuating means, a second solenoid for controlling the second actuating means, a battery carried by the train normally in closed circuit with the two solenoids, a twosection ramp rail located beside the track, each section of the ramp rail being in closed circuit with the battery of the block signal system, a two-section shoe carried by the train in position so that the two sections of the shoe will contact with the corresponding sections of the ramp rail, the two sections of the shoe being located in the circuits through said solenoids and the battery carried by the train, the shoe being composed of relatively movable parts so that when the shoe sections contact with the ramp rail sections the circuits through said solenoids and the train battery are broken, the contact of the shoe sections with the ramp rail sections placing said solenoids in circuit with the battery of the block signal system a caution condition in the block resulting in the breaking of the circuit through one section of the ramp rail and the first solenoid and resulting in the actuation of the service vent sealing means to connect the brake pipe with the service vent, and a danger condition in the block breaking the circuit through the other section of the ramp rail and the second solenoid and resulting in the actuation of the emergency vent sealing means to connect the brake pipe with the emergency vent.

2. An automatic train control mechanism having in combination with the block signal system, a valve adapted to normally seal the train brake pipe from a service vent and from an emergency vent, means for actuating the valve to connect the brake pipe with the service vent, means for actuating the valve to connect the brake pipe with the emergency vent, a solenoid for controlling the first valve actuating means, a second solein the circuits through said solenoids and the battery carried by the train, the shoe being composed of relatively movable parts so that when the shoe sections contact with the ramp rail sections the circuits through said solenoids and the train battery are broken, the contact of the shoe sections with the ramp rail sect-ions placing said solenoids in circuit with the battery 01 the block signal system, a caution condition in the block resulting in the breaking of the circuit through one section of the ramp rail and the first solenoid and resulting in the actuation of the valve to connect the brake pipe with the service vent, and a danger condition in the block breaking the circuit through the other section of the ramp 'ail and the second solenoid and resulting in the actuation of the valve to connect the brake pipe with the emergency ventp JOHN L. HAYTER. 

